High Speed Rail in India

HIGH SPEED RAIL
CORRIDOR
PUNE-MUMBAI-AHMEDABAD
Pre-Feasibility Study
Final Report
Corridors selected by MoR for PRE-
FEASIBILITY STUDIES

Delhi-Chandigarh-Amritsar (450
km);
Hyderabad-Dornakal-Vijayawada-
Chennai (664 km);
Howrah-Haldia (135 km);
Chennai-Bangalore-Coimbatore-
Ernakulam (850 km);
Delhi-Agra-Lucknow-Varanasi-
Patna (991 km) and
Ernakulam-Trivandrum (194 kms)
Ahmedabad-Mumbai-Pune.

Pune-Mumbai-Ahmedabad HSR Pre- Feasibility Study
Final Report
2
Financing of the Pre-Feasibility Study
As per the policy approved by the Ministry of Railways

A- For the 6 selected corridors
50% of the costs are borne by the Ministry of Railways.
50% of the costs are shared by the Concerned State Governments.

B- Any other corridor of the choice of State Government
20% of the costs are borne by the Ministry of Railways.
80% of the costs are shared by the Concerned State Governments.

Final Report
3
BENEFITS OF HIGH SPEED TRAINS
Saving in time (350kmph)
Safety (worldwide excellent record of safety)
Eco-friendly (lower carbon emission)
Energy efficient (compared to other modes)
Efficient use of land
On board high quality services
Connectivity of communication (mobile phones, laptops..)
Easy connectivity (city to city)
Final Report
4
High Speed Rail
States: Maharashtra/ Dadra- Nagar- Haveli (UT)/ Gujarat
Length: Approx 640km double track.
Maharashtra 328 km
Dadra Nagar Haveli(UT) 5.5 km
Gujarat 306.5 km
Earthworks: 549 km
Rail Structures: 72 km
Road Over Bridges: 130 in no,
Tunnels: 19.085km
Earthworks Materials: 76 millions cu.m

Final Report
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Tunnel between Lonavla and Karjat 18.3 km
Mumbai HSR Trans Harbour Link bridge 17.2 km
3 main Terminal stations in Mumbai, Pune and
Ahmedabad
3 main intermediate stations in Navi Mumbai, Airport,
Surat and Vadodara
2 depots: Main depot Geratpur (Ahmedabad) / Auxiliary
Depot (Pune)
Final Report
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High Speed Rail- Main features
Objectives and Main Criteria of Alignment
1. OBJECTIVES
Design an alignment for a 350kmph speed.
Optimize the economical efficiency of the Project in reducing as
much as possible the number of special structures such as tunnels
and long bridges.
Minimize disturbance to existing infrastructures.
Minimize acquisition of land especially in urban areas.

2. CRITERIA
Minimum horizontal radius 6425m
Maximum gradient 35mm/m
Minimization of the height of embankment
Intermediate stations in suburbs of the cities to avoid costly works
to reach city centres which do not provide sufficient traffic.
Viaducts in urban areas.

Final Report
7
Alignment Key points
The entire route is divided in 3
sections.
Mumbai- Pune section
(Shedung to Pune)
Mumbai- Outer (Shedung to
Virar)
Mumbai- Ahmedabad (Virar to
Ahmedabad)
Final Report
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Possible Alignments
Final Report
9
ITEM MUMBAI-PUNE SECTION MUMBAI OUTER AREA MUMBAI AHMEDABAD SECTION
Total length in kilometres 86.5 83.6 413
No. of tunnels 1 1 -
Length of tunnels 18.7 1.3 -
Viaducts 1(35m deep) 7 -
length of viaducts 1.5 3.4 -
Relocation of houses/properties(km
along alignment) 10 1.25 6
radius of sharpest curve(m) 6425 6425 5000
Speed restriction no speed restriction at 1 place at 1 place
Process for location of HSR Stations
Identification of potential
location:

Final Report
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Identification
of Growth
Corridors
Present
Transport
Network
Proposed
Transport
Network
Availability
of optimum
land area
Land
ownership
Short list locations for
terminal development

Feasibility of
location High
Speed Rail
Alignment
Perception
Study of City
Development
authority
Matrix struct
Location identification for HSR Station-
Ahmedabad
Two options have been
discussed:
1) Vacant areas/ Agricultural
lands located between the
existing Kalupur (i.e.
Ahmedabad) Railway Station
and Maninagar Railway
Station and belonging to the
Western Railways.
2) Vacant lands near Bopal
close to the existing Science
City on the Sardar Patel Ring
Road and belonging to the
private parties.
Final Report
11
Multi-Criteria Analysis for Ahmedabad
HSR Station location
Final Report
12
Mumbai
Two options have been
discussed:

A. Vacant areas/ lands in
and around the existing
Lokmanya Tilak Terminus
(Kurla) and belonging to the
Central Railways
B. Vacant areas/ lands next
to existing Wadala
Railway Station and
belonging to the Mumbai
Port Trust (MbPT)
Final Report
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Multi-Criteria Analysis for Mumbai HSR
Station location
Final Report
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Four options have been
discussed:
1. Vacant lands at Moshi-
Sector 11, 13 and 14 and
belonging to Pimpri-
Chinchwad New Town
Development Authority
(PCNTDA)
2. Unused portions (rather
accommodating the High
Speed Rail Terminal) at the
existing Pune Central
Railway Station
3. Vacant areas/ agricultural
lands located at
Agricultural College, Pune
4. Along the Bhosari
Industrial Estate area

Final Report
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Pune
Final Report
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Multi-Criteria Analysis for Pune HSR
Station location
TRAFFIC FORECAST
Final Report
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Estimated 104 million
passengers in 2041
Saving of 2/3
rd
compared to existing
running times
CONCEPT DESIGN- Cross Sections
Final Report
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Typical Cross Section of slab track on viaduct
Final Report
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CONCEPT DESIGN- Cross Sections
Typical Cross Section of slab track on embankment
CONCEPT DESIGN- HSR Bridges &
Viaducts
Final Report
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CONCEPT DESIGN- TRACKWORKS
Final Report
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CONCEPT DESIGN
Signalling
ETCS-european train
Control system
Level 2 with GSMR

Telecommunications
GSMR- global system for mobile communication-railways

Operation Control Centre(OCC)
One single OCC in Mumbai including Train Traffic control and Sub
stations control.
Final Report
22
OVERHEAD CATENARY SYSTEM(OCS)
Power Supply
2 x 25 KV PS- 8 sub stations

OCS 2 X 25 KV
Either French, German / Chinese
technology
Each arrangement consists of a
Messenger, Contact Wire, Negative
feeder, Aerial Earth Conductor and a
Droppler Cable.
Maximum span- 63m
Contact wire height-5.08m
Catenary encumbrance-1.4m
Maximum tension height-1400m
Sub- station at every 50 to 70km

Final Report
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25000V Sub-Station
ROLLING STOCK
1676mm gauge Rolling Stock.
3300mm car body
EMU
Fleet size- 38 train sets in 2021
Investment costs- Rs 6783 crores
Final Report
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INFRASTRUCTURE MAINTENANCE
Maintenance head office in Navi Mumbai
7 maintenance bases
3 main track operational units
2 main signalling/ Telecom/ OCS/ PS Units
Approximately 330-340 number staff
Final Report
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CONSTRUCTION COSTS ESTIMATES

DESIGNATIONS COSTS (in crores)
Civil Work 27243
Stations 890
Systems 12327
Depots 523
Project management/Risks 8092
Total 49075 Cr
Final Report
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Costs in Rupees Crores 2009
PROJECT COSTS ESTIMATES
Investment Costs
Construction Rs. 49075 Cr
Rolling Stock Rs. 6783 Cr for 2021 HSR Offer

Operation Costs
Rs. 205 Cr. In year 2021

Maintenance Costs
Rolling Stock Rs. 145 Cr., in year 2021
Infrastructure Rs. 254 Cr., in year 2021
Final Report
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FARE POLICIES AND LAND REVENUES
Fare in 2021
7 Rs/km (75% of seats capacity)
7 Rs/km + 30% for 1
st
class
4.5 Rs/km (25% of the seats capacity)
25% extra charge for short trips (<150km)

Fare Evolution
4% /year + 5% every 5 years (over and above)

Estimated Land revenue

Lease rentals from land development contributes to 6-9% of total revenues

Final Report
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FINANCIAL ANALYSIS
Final Report
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2009 prices 2014 prices
Pune-Mum-Ahm 11.42% 13.60% 239,267 291,105
Pune-Mum 9.77% 11.81% 51,291 62,404
Mum- Ahm 8.97% 10.61% 44,289 53,884
NPV(WACC @ 8%) Rs. In Million
ROUTE OPTION
PRE-TAX
PROJECT IRR
EQUITY
IRR
PPP PROJECT STRUCTURING
The Project Structures proposed under PPP mode are:
OPTION 1
Design, Build, Finance, Operate and Transfer (DBFOT) of the
entire project by a single Private Developer.

OPTION 2
Unbundling the project into different components so as to attract
private players from the perspective of affordability in terms of
size and risk allocation.
A. Build & Transfer (B&T) of Civil Works (Earthwork,
Tunnel, Bridges, fence, etc.)
B. Design, Finance, Operate and Transfer(DFOT) of
systems, stations, trains and depots
Final Report
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ROAD-HSR COMPARISON
BASIS ROADS vs HIGH SPEED RAIL
Government Funding Viability gap funding, normally upto 40% of the total
project cost is provided to the PPP road projects.
Whereas, the high speed rail project under discussion
requires a VGF of only 17% of the total project cost.
Environmental Impact High speed rail has the potential to be the lowest
energy consumer and greenhouse gas emitter.
Rail services, including slower regional trains,
produce on average
5 times less carbon than comparable car journeys
4 times less than short haul air travel
3 times less than long haul air travel.
Final Report
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SOCIO ECONOMIC ANALYSIS
Final Report
32
With the project Without the project
8% Rs million 434044 580179
10% Rs million 373994 437395
12% Rs million 327329 341562
ERR %
Base Price(Pune-Mum-Ahm corridor)
Rate of discount Unit
12.8
ENVIRONMENTAL EXAMINATION
Afforestation will be done for compensation of loss of bio
mass and to develop a buffer zone as noise barrier.
Mitigation measures for mitigation of noise and vibration
during operation requires Engineering consideration
during design.
Rehabilitation and Re-settlements of project affected
families.
Estimated Environmental cost : Rs.270 crores.
Final Report
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CARBON FOOTPRINT
The construction of a high speed line:
Generates CO2 emissions depending on the context
(construction and conception of the line).
Also avoids some CO2 emissions thanks to modal
transfer of passengers from more polluting transport
modes.
The carbon footprint would be defined as the total set of
Green house gases(GHG) emissions a high speed line
would emit during its life cycle(conception, construction,
operation and rolling stock).
Final Report
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IMPLEMENTATION SCHEDULE(Integrated)
Final Report
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CONCLUSION
The HSR line between Pune-Mumbai-Ahmedabad can
stop the decline of the railway on the long distance
transport segment along this corridor.
It provides an attractive transport offer in terms of
reduced travel times and connectivity with the existing
networks
Despite the high investment cost, it is financially and
economically sustainable.
Final Report
36

High Speed Rail in India

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